31 results about "Sprung mass" patented technology

The application belongs to the technical field of new energy vehicle dynamics control and energy management, and particularly relates to a power distribution method for a distributed drive vehicle in a variable-gradient transition working condition. First, a four-degree-of-freedom half-vehicle suspension dynamics model containing sprung mass vertical motion, pitching motion and front and rear unsprung mass vertical motion is constructed, Kalman filtering is used to fuse inertial measurement unit and suspension height sensor signals to observe front and rear axle dynamic normal loads in real time; based on the dynamic loads and a magic formula tire model, the upper limits of front and rear motor safe torques are calculated; finally, a hierarchical distribution strategy combining offline global efficiency optimization and online safety constraint compensation is used: an optimal driving mode table and an optimal distribution ratio table are generated offline, and after a reference torque is obtained by online table lookup, constraint checking and axle torque compensation are performed based on a dynamic safety boundary. The application realizes predictive slip control in a cross-gradient transient working condition, ensures driving stability and takes into account system efficiency in all working conditions.

The embodiment of the invention relates to the technical field of vehicle intelligent sensing and control, and discloses a road condition recognition method and device and a vehicle, and the method comprises the steps: for at least one wheel of the vehicle, obtaining a first vertical speed signal and a second vertical speed signal corresponding to each wheel; the first vertical speed signal represents the vertical speed of the sprung mass at the corresponding wheel position, and the second vertical speed signal is used for representing the vertical speed of the unsprung mass at the corresponding wheel position; determining an obstacle recognition condition corresponding to each wheel according to the first vertical speed signal and the second vertical speed signal; and determining obstacle information identified by the vehicle according to the obstacle identification conditions of all the wheels. By applying the technical scheme of the invention, the real-time and accurate recognition of the obstacle crossing event of the vehicle can be realized by fusing the dynamic response characteristics of the sprung mass and the unsprung mass and combining the multi-level collaborative arbitration logic.

The embodiment of the invention relates to the technical field of vehicles, and discloses a pit identification method and device, and the method comprises the steps: obtaining the vertical speed information of the sprung mass and the vertical speed information of the unsprung mass of each wheel of a vehicle; determining speed characteristic information of each wheel according to the vertical speed information of the sprung mass and the vertical speed information of the unsprung mass of each wheel; and according to the speed characteristic information of each wheel, determining a pit identification result of the vehicle. By applying the technical scheme of the invention, the problem of poor accuracy of pit identification in the prior art can be solved.

The application discloses a suspension control system and a control method thereof, and belongs to the field of vehicle control technology. The suspension control system comprises a suspension system, a fuzzy adaptive PID controller, a magnetorheological damping force limiter, a magnetorheological damper controller and an inertance coefficient adjusting unit, the inertance container is a variable inertance inertance container; a sprung mass acceleration sensor transmits a signal to the fuzzy controller to obtain a target damping force, and the force is input to the magnetorheological damper controller through the magnetorheological damping force limiter, and the magnetorheological damper controller provides an actual damping force to the suspension system; the optimal controller is designed, the non-sprung mass acceleration x t , displacement x t -x b , x b -x r and the actual damping force are weighted to obtain an optimal inertance coefficient under a current road condition. The system and the method can convert wheel resonance into inertance container resonance, the control method is beneficial to separately controlling the inertance coefficient under different road conditions, can be combined with the magnetorheological damper for joint control, can adjust parameters in real time, and realizes optimal comprehensive performance of the system under all road conditions.

The invention discloses a new energy automobile quarter active suspension comprehensive test bench, which relates to the technical field of new energy automobiles and comprises an iron floor, an actuator assembly is arranged at one end of the iron floor, and a sprung mass block guide device is arranged on one side, close to the actuator assembly, of the iron floor. A mass block lifting device is installed at the top end of the sprung mass block guiding device, a measured piece body is arranged at the top end of the actuator assembly, and a first measured piece fixing support connected through a bolt is arranged at the end, close to the measured piece body, of the sprung mass block guiding device. According to the device, the actuator assembly is arranged in the middle of the to-be-tested piece, the to-be-tested piece is locked through the binding band, the wheel fixing device adopts a U-shaped groove design, the to-be-tested piece body can be accurately positioned in the center of the actuator assembly, the wheel can be prevented from deviating, and then the dynamic behavior of a single wheel in real driving can be truly simulated through cooperation of the actuator assembly and the sprung mass block guiding device.

The invention relates to an impact load-oriented electro-hydraulic servo active suspension feedback linearization sliding mode robust control method, which belongs to the technical field of vehicle active suspension and electro-hydraulic servo control, and comprises the following steps of: firstly, establishing a quarter vehicle two-degree-of-freedom active suspension model; the method comprises the following steps: step 2, constructing a nonlinear dynamic model of the electro-hydraulic servo actuator of the valve-controlled cylinder; step 3, designing a feedback linearization sliding mode composite controller and giving a stability proof; and step 4, carrying out controller parameter setting and simulation comparison. According to the feedback linearization sliding mode robust control method provided by the invention, the nonlinearity and parameter uncertainty of the actuator can be effectively compensated under the impact working conditions of a deceleration strip and the like, the piston displacement tracking error and sliding mode buffeting are remarkably reduced, sprung mass vibration is reduced, the vehicle driving smoothness and attitude stability are improved, and the method is suitable for large-scale popularization and application. The method is suitable for the field of vehicle hydraulic active suspension control.

The application discloses a wheeled armored vehicle dynamics simulation platform and a construction method, equipment and medium thereof, relates to the field of wheeled armored vehicle simulation, and comprises the following steps: based on a Lagrange dynamics method, a dynamics model of a wheeled armored vehicle is constructed; the dynamics model of the wheeled armored vehicle comprises a sprung mass dynamics model, an unsprung mass dynamics model and a turret system dynamics model; and the dynamics model of the wheeled armored vehicle is iteratively simulated and solved to obtain a simulation result of the wheeled armored vehicle. The application improves the refinement degree of the construction of the dynamics model of the wheeled armored vehicle.

The application provides a load-adjustable shock absorber electromagnetic valve. The load-adjustable shock absorber electromagnetic valve comprises a shell having a containing cavity, and the shell assembly has a first mounting opening and a second mounting opening respectively communicating with the containing cavity; an adjusting piece, one end of the adjusting piece being located outside the shell, the other end of the adjusting piece extending into the containing cavity through the first mounting opening, and at least a part of the adjusting piece being movable relative to the shell to change the length extending into the containing cavity; an electromagnetic core, the electromagnetic core being arranged in the containing cavity, and the adjusting piece abutting against the electromagnetic core; a push rod, the push rod being arranged in the containing cavity, and the push rod abutting against one end of the electromagnetic core away from the adjusting piece; a piston, at least a part of the piston extending into the containing cavity through the second mounting opening; and one end of a first elastic piece abutting against one end of the push rod away from the electromagnetic core. The application solves the problem that the shock absorber electromagnetic valve in the prior art cannot adaptively adjust the adjustable damping range according to the sprung mass.

An electronically controlled suspension system for a motor vehicle having a sprung mass, an unsprung mass, and a control arm attached between the sprung and unsprung masses, may include an active mass damper and a driver to control the active mass damper, wherein the active mass damper is mounted to the control arm such that a first force applied by the active mass damper to the unsprung mass through the control arm is a fraction of a total force applicable by the active mass damper and a second force applied by the active mass damper to the sprung mass through the control arm is a remaining fraction of the total force, wherein the fraction is defined by a ratio of a distance of the active mass damper from the one end of the control arm and a length of the control arm.

The invention provides a flatness prediction method and system based on a wavelet and a physical neural network, and relates to the technical field of road engineering, and the method comprises the steps: carrying out the calculation through a scale function of a dbN wavelet, and obtaining a first weight coefficient of a pavement longitudinal contour elevation function; solving the quarter vehicle dynamic equation, determining unsprung mass displacement and sprung mass displacement, and obtaining a second weight coefficient and a third weight coefficient corresponding to the unsprung mass displacement and the sprung mass displacement respectively through wavelet transform; training a preset deep learning network model by using the obtained weight coefficient, and determining a loss function of the preset deep learning network model; performing iterative optimization on the preset deep learning network model by using a Bayesian optimization algorithm and the loss function to obtain a target deep learning network model; and inputting the fourth weight coefficient of the to-be-measured pavement into the target deep learning network model, and determining the to-be-measured unsprung mass displacement, the to-be-measured sprung mass displacement and the international flatness index.

This application provides a control method, device, and vehicle for a fully active suspension. The fully active suspension includes multiple sub-suspensions. The control method includes: acquiring the internal pressure of the air springs of the sub-suspensions; calculating the sprung mass based on the internal pressure and a pre-stored effective cross-sectional area of ​​the air springs; acquiring the vertical vibration acceleration at the current moment at the sub-suspension; calculating the theoretical active force based on the sprung mass and the vibration acceleration; and sending a control command based on the theoretical active force to apply the theoretical active force to the sub-suspensions. The control method, device, and vehicle for the fully active suspension provided by this application are simple and convenient, and can quickly and effectively calculate the theoretical active force to ensure that the actual active force of the sub-suspensions reaches the theoretical active force, thereby reducing vehicle vibration, improving vehicle ride comfort, and providing a superior user experience.

The application discloses a power flow based dynamic inertia suspension control method, comprising the following steps: step 1, establishing a dynamic inertia suspension structure and building a dynamic inertia suspension model; step 2, calculating the vibration power flowing into the dynamic inertia suspension; step 3, selecting a sprung mass as a vibration isolation object; step 4, determining the power flow based dynamic inertia suspension control method; step 5, determining dynamic inertia suspension performance indexes and comprehensive indexes; step 6, optimizing and determining dynamic inertia suspension parameters according to the dynamic inertia suspension performance indexes; and step 7, semi-actively realizing the power flow based dynamic inertia suspension control method. The control method greatly improves the dynamic inertia suspension performance; compared with an active suspension with high energy consumption, the semi-active realization has much lower energy consumption, reduces energy consumption, and meets the theme of energy saving, emission reduction and green environmental protection.

A ride height control system is described The ride height control system is for use in a vehicle comprising an active downforce system configured to generate a downforce acting on the vehicle. The ride height control system comprises a suspension system for supporting a sprung mass of the vehicle, wherein the suspension system comprises an actuator operable to control a ride height of the vehicle. A sensor is configured to detect a parameter indicative of a downforce generated by the active downforce system. The ride height control system further comprises a controller configured to operate the actuator as a function of an output signal from the sensor.

The invention provides an automobile chassis structural member parameter fitting optimization method and a load acquisition method.The parameter fitting optimization method comprises the following steps that actual measurement time history data of vehicle running are measured and acquired, and the actual measurement time history data comprise an axle head force actual measurement time history and a first shock absorber displacement time history; a vehicle suspension vertical vibration model is constructed, loads borne by unsprung mass in the suspension vertical vibration model in the vertical direction are balanced, and the loads borne by the unsprung mass in the vertical direction are related to parameters of an automobile chassis structural part; calculating a shaft head force prediction time history based on actually measured time history data and a suspension vertical vibration model; constructing a loss function according to the difference between the actual measurement time history and the prediction time history of the shaft head force; and an optimization algorithm is adopted to carry out iterative solution on the parameters of the automobile chassis structural component, so that the loss function is minimum, and the optimal fitting value of the parameters of the automobile chassis structural component is obtained. The parameter calibration efficiency can be improved.

The present invention relates to a saddle-type vehicle comprising a frame, a front wheel and a rear wheel, a suspension system (6) coupling the frame to the front and rear wheels in a variable relative position, and an engine; the vehicle comprising a sprung mass portion and an unsprung mass portion comprising at least a portion of the engine; the suspension system (6) being interposed between said mass portions so as to support the sprung portion relative to the unsprung portion. The suspension system (6) comprises a hybrid mechanical hydropneumatic suspension (15) comprising, in turn, an elastic element (7) having a first stiffness (k1), and a hydropneumatic spring (8) having a second stiffness (k2), which are operationally coupled to each other and define an equivalent stiffness (keq) of the hybrid suspension (15) that varies according to the relative position. Figure 2

The invention discloses an active suspension actuator, a control method and a vehicle. The active suspension actuator comprises a shell; the motor is used for outputting torque according to the input current; the speed reducer is used for adjusting the output torque of the motor; the non-self-locking linear transmission mechanism is used for converting the rotary motion output by the speed reducer into linear motion and outputting vertical main power, and the non-self-locking linear transmission mechanism has the kinetic energy two-way transmission characteristic so that road excitation can reversely drive the motor to rotate through the non-self-locking linear transmission mechanism. By adopting the non-self-locking linear transmission mechanism, two-way energy transmission between road excitation and a motor is achieved, the vibration absorption capacity of the active suspension is improved, accurate adjustment of the posture of a vehicle body is achieved through sprung mass compensation, dynamic centroid offset compensation and displacement / speed compound control, wheels make good contact with the road surface, and the service life of the vehicle body is prolonged. And control precision reduction caused by vehicle load change is avoided.

The invention relates to a parameter design method and device of an active ISD suspension, and belongs to the technical field of vehicle suspension control, and the parameter design method of the active ISD suspension comprises the following steps: based on the sprung mass, the unsprung mass, the tire equivalent spring stiffness, the running speed and the road surface unevenness coefficient of a target vehicle, calculating the parameter of the active ISD suspension; a vehicle dynamics model of the active ISD suspension system and an MPC controller frame of the active ISD suspension system are constructed; and determining a damping coefficient, a spring stiffness coefficient and an inertia coefficient of each three-element unit based on a GA algorithm and a vehicle dynamics model, and determining an input weight and an output weight of the active ISD suspension system based on the determined damping coefficient, spring stiffness coefficient and inertia coefficient of each three-element unit, the MPC controller frame and the RL model. According to the method, the vehicle performance is ensured while the active ISD suspension parameter design efficiency is improved.

The invention discloses a tire force online estimation method which comprises the following steps: S1, establishing a vehicle three-degree-of-freedom sprung mass dynamics model, and calculating vertical forces of four wheels by using a first empirical equation; s2, establishing a three-degree-of-freedom vehicle dynamics model, and calculating longitudinal force and lateral force of a front axle and longitudinal force and lateral force of a rear axle by using a second empirical equation; s3, a third empirical equation is established through the longitudinal force and the lateral force of the front axle and the longitudinal force and the lateral force of the rear axle, and the longitudinal force and the lateral force of the four tires under the vehicle body coordinate system are calculated through the vertical force of the four wheels; and S4, performing coordinate transformation through the steering angle by utilizing the longitudinal force and the lateral force of the four tires under the vehicle body coordinate system, and calculating the lateral force of the four tires under the tire coordinate system. The method provided by the invention does not depend on an accurate tire model or a suspension model, does not need a large number of early-stage experiments, and is simple and convenient to implement.

A leveling system for a vehicle includes an electromechanical actuator including an electric motor (102), a gear reduction unit (104) selectively driven by the electric motor, a rotary-to-linear motion conversion mechanism (108), and a clutch (106). The rotary-to-linear motion conversion mechanism includes a first rotatable member adapted to be coupled to one of a sprung mass or an unsprung mass of the vehicle. A linearly translatable member of the rotation-to-linear motion conversion mechanism is adapted to be coupled to the other of the sprung mass or the unsprung mass. The clutch may operate in an off mode or a torque transmitting mode in which power is transmitted between the electric motor and the rotary-linear motion conversion mechanism to vary the distance between the sprung mass and the unsprung mass.

A control method for controlling a motor vehicle with a sprung mass, an unsprung mass comprising a plurality of wheels, an active suspension assembly for suspending the sprung mass with respect to the unsprung mass and controllable to apply for each of the wheels of the motor vehicle a corresponding force; said control method includes a control of the active suspension assembly for applying a first compression force for a first wheel of said wheels, applying a first extension force for a second wheel of said wheels, the second wheel being aligned with the first wheel according to a pitch axis of the motor vehicle, applying a second extension force for a third wheel of said wheels, the third wheel being aligned with the first wheel according to a roll axis of the motor vehicle, and applying a second compression force for a fourth wheel of said wheels, the fourth wheel being aligned with the second wheel according to the roll axis and with the third wheel according to the pitch axis, wherein the first compression force and the first extension force have the same first modulus, just as the second compression force and the second extension force have the same second modulus and are applied simultaneously to each other and simultaneously to the first compression force and to the first extension force, the first and the second modulus being such as to balance a resultant torque due to the control of the active suspension assembly about the roll axis.

To suppress the reduction in vibration damping effect caused by rear preview control. [Solution] The vehicle is equipped with actuators that apply vertical control force to the wheel suspension. The vehicle control system controls the actuators to perform vibration damping control to suppress vibrations of the sprung mass structure on the wheels. The vibration damping control includes rear preview control. The rear preview gain is the gain of the rear preview control. The vehicle control system sets the rear preview gain when the vehicle speed is a first speed lower than the rear preview gain when the vehicle speed is a second speed higher than the first speed.

The invention discloses a Smith pre-estimation compensation variable universe fuzzy PID electro-hydraulic suspension position control method, and belongs to the field of vehicle active suspension control. Aiming at the problems of position tracking lag and vibration reduction performance degradation caused by main time lag, strong nonlinearity and parameter fluctuation of a valve control cylinder servo system, a coupling dynamic model of a quarter vehicle two-degree-of-freedom suspension and an electro-hydraulic servo actuator is constructed, and an equivalent main time lag parameter is measured through multiple simulation experiments. And a Smith pre-estimation link is adopted to carry out predictive compensation on a time delay channel, meanwhile, a control error and an error change rate are used for driving variable universe fuzzy reasoning to carry out online self-adaptive fine adjustment and correction on PID parameters, and servo valve control voltage is output. Random road surface displacement excitation is further introduced to carry out simulation comparison verification, sprung mass displacement and speed and acceleration response are integrated, tracking precision, disturbance suppression capability and robustness are remarkably improved, and vehicle smoothness and riding comfort are improved.

The embodiment of the present application relates to the technical field of vehicle intelligent sensing and control, and discloses a road condition recognition method, device and vehicle, the method comprising: acquiring a first vertical speed signal and a second vertical speed signal corresponding to each wheel for at least one wheel of the vehicle; the first vertical speed signal represents the vertical speed of the sprung mass at the position of the corresponding wheel, and the second vertical speed signal is used to represent the vertical speed of the unsprung mass at the position of the corresponding wheel; determining the obstacle recognition condition corresponding to each wheel according to the first vertical speed signal and the second vertical speed signal; and determining the obstacle information recognized by the vehicle according to the obstacle recognition conditions of all the wheels. By applying the technical scheme of the present application, the dynamic response characteristics of the sprung mass and the unsprung mass can be fused, and a multi-level collaborative arbitration logic can be combined, so that real-time and accurate recognition of the vehicle obstacle crossing event can be realized.

The invention relates to a suspension damping force estimation method and device, computer equipment, a computer readable storage medium and a computer program product. The method comprises the following steps: acquiring an actual sprung speed parameter of a target vehicle; determining a new sprung speed parameter, an acceleration auxiliary variable and a new speed auxiliary variable according to the actual sprung speed parameter, the preset sprung speed parameter, the preset speed auxiliary variable and the preset damping force auxiliary variable; determining a new damping force auxiliary variable according to the actual sprung speed parameter and the new speed auxiliary variable; and under the condition that the new sprung speed parameter, the acceleration auxiliary variable and the new speed auxiliary variable meet preset conditions, determining a suspension damping force estimation result of the target vehicle according to the new damping force auxiliary variable. By adopting the method, the accuracy of determining the damping force of the suspension can be improved while the cost is reduced.

The application relates to a parameter design method and device of an active ISD suspension, and belongs to the technical field of vehicle suspension control, wherein the parameter design method of the active ISD suspension comprises the following steps: constructing a vehicle dynamics model of an active ISD suspension system and an MPC controller framework of the active ISD suspension system based on a sprung mass, an unsprung mass, a tire equivalent spring stiffness, a driving speed and a road roughness coefficient of a target vehicle; determining a damping coefficient, a spring stiffness coefficient and a mass inertia coefficient of each three-element unit based on a GA algorithm and the vehicle dynamics model; and determining input weights and output weights of the active ISD suspension system based on the determined damping coefficient, the spring stiffness coefficient and the mass inertia coefficient of each three-element unit, an MPC controller framework and an RL model. The application can improve the parameter design efficiency of the active ISD suspension while ensuring the vehicle performance.

This invention discloses a method for modeling the vertical vibration dynamics of a hub motor-driven wheel system considering the effect of the vehicle body articulated beam. It constructs a four-degree-of-freedom lumped-parameter vertical dynamic equation model of the hub motor-driven wheel system, including tire vertical displacement, hub motor drive system vertical displacement, sprung mass vertical displacement, and the rotation angle of the lower control arm around the vehicle body articulation point. The method reads the S-K and V-C characteristic curves of the air spring and the S-F characteristic curve of the tire from external experimental data files. Using the suspension geometric mapping as the independent variable, it calculates the nonlinear suspension stiffness and damping in real time through spline interpolation. Using tire deflection as the independent variable, it calculates the nonlinear tire elastic force, and applies soft saturation limiting to ensure numerical robustness. Based on the ISO 8608 standard, it establishes road surface excitations for three conditions: high speed, climbing, and off-road, using a filtered white noise time-domain method. The equations are transformed into a first-order state-space form and solved using an adaptive step-size numerical integration method. This invention accurately describes the multi-body coupled vibration transmission relationship after the introduction of the hub motor, providing a precise and reliable modeling foundation for vibration reduction design and dynamic analysis.

Embodiments of the present application disclose a suspension control method, medium, device and product. A vehicle speed and a vibration signal representing a sprung mass and an unsprung mass are obtained. The vibration signal is analyzed and processed to construct a road feature vector representing a working condition of the vehicle, a skyhook control force for suppressing vibration of the sprung mass, and an earthhook control force for suppressing vibration of the unsprung mass. The vehicle speed and the road feature vector are input into a pre-trained classifier to make the classifier output a road grade classification result. The skyhook control force and the earthhook control force are fused according to a weight factor corresponding to the road grade classification result to obtain a target control force. The damping force of the suspension is controlled based on the target control force. The embodiments of the present application can achieve an optimal balance between vehicle operation stability and vehicle ride comfort on different roads, and help to improve vehicle durability and reliability.

The invention belongs to the technical field of rail transit, and discloses a wheel-rail rolling contact finite element analogue simulation fast convergence method which comprises the following steps: S1, establishing a geometric model; s2, geometric cleaning and grid division are carried out; s3, applying conditions and performing contact setting; wherein the sprung mass is simplified into mass points to be applied to the finite element model; s4, implicit analysis: applying gravitational acceleration to the model to enable the system to reach a static equilibrium state, and then applying rotation torque to the wheels to obtain radial displacement and stress strain; s5, explicit analysis: importing displacement and stress-strain information into the finite element model as initial conditions, applying a rotation angular velocity to the wheel, applying a translational velocity to the center of the wheel and the suspension mass, and simulating wheel-rail rolling contact; according to the method, the wheel-rail system can be quickly stabilized in the wheel-rail rolling contact finite element simulation, the calculation efficiency is high, and the initial excitation disturbance of the wheel-rail system can be remarkably reduced while the model precision is ensured.

Aspects and embodiments of the present invention relate to a hydraulic control apparatus (17), an actuator system (16) and a vehicle (1). The apparatus (17) is used for a piston actuator (502) of an active suspension system (104) of a vehicle (1). The apparatus (17) comprises an unsprung arrangement (518) and a sprung arrangement (520) arranged to be positioned on an unsprung mass (101) and a sprung mass (102), respectively, of the vehicle (1). The unsprung arrangement (518) comprises first to third hydraulic passages (G1, G2, G3), the third hydraulic passage (G3) interfacing with the first hydraulic passage (G1) and the second hydraulic passage (G2) by variable valves (V2, V4). The sprung arrangement (520) comprises a pump (P) comprising a first port (PP1) and a second port (PP2) hydraulically coupleable to a first hydraulic passage (G1) and a second hydraulic passage (G2) by respective first and second couplings (H1, H2), the motion of each of the unsprung arrangement (518) and the sprung arrangement (520) is enabled to be decoupled from the motion of the other.

The invention discloses a semi-active suspension control method and system based on sprung mass and a vehicle, and belongs to the technical field of vehicle suspension control. The method comprises the steps that the proportional relation value of sprung mass and unsprung mass parameters of the vehicle is obtained; determining a vertical vibration control strategy of at least one suspension based on the proportional relation value, and calculating a vertical vibration damping force; on the basis of the vehicle motion state, pitching control force used for restraining pitching motion is calculated, and the pitching control force is corrected according to the sprung mass; and according to the vertical vibration damping force and the corrected pitching control force, target damping force used for controlling the shock absorber is generated. The control strategy can be adaptively adjusted according to the change of the sprung mass, and the control stability and safety are both considered while the smoothness of the vehicle is guaranteed.